CN101302942A - System and method for controlling minimum flow rate of variable geometry turbocharger - Google Patents
System and method for controlling minimum flow rate of variable geometry turbocharger Download PDFInfo
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- CN101302942A CN101302942A CNA200710166665XA CN200710166665A CN101302942A CN 101302942 A CN101302942 A CN 101302942A CN A200710166665X A CNA200710166665X A CN A200710166665XA CN 200710166665 A CN200710166665 A CN 200710166665A CN 101302942 A CN101302942 A CN 101302942A
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- ecu
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
The present invention relates to a system and method for controlling a minimum flow rate of a variable geometry turbocharger that improve the starting performance of a vehicle and prevent the generation of surge noise and smoke remarkably, comprising a stopper to restrict the lever rotation of a flow regulator and determine a minimum flow rate of the turbocharger based on the position that restricts the lever rotation, in a structure where its position can be regulated to control the lever rotation limit position and the minimum flow rate of the turbocharger; and an ECU to calculate a stopper position correction value, with which an actual boost pressure detected by a boost pressure detection unit satisfies a target boost pressure, if meeting predetermined vehicle speed and gear ratio conditions, and then to duty-control a stopper position regulator to correct the current stopper position by the calculated stopper position correction value.
Description
The cross reference of related application
The application requires the preference of the korean patent application submitted on November 1st, 2006 10-2006-0107054 number, and it is incorporated into this for your guidance in full.
Technical field
The present invention relates to control the system and method for the minimum discharge of variable geometry turbocharger, and more specifically, the system and method that relates to the minimum discharge of controlling variable geometry turbocharger, make position that it can regulating brake to satisfy the target boost pressure under the rigid condition by configuration-system, with hardware fixedly the conventional system of brake position compare, can significantly improve the vehicle launch performance and prevent to produce surge noise and flue dust.
Background technique
Recently, variable geometry turbocharger (VGT) has been widely used in diesel engine so that realize high output and low the pollution.
Compare with conventional wastegate turbosupercharger (WGT), by using the aisle spare of the exhaust of introducing turbo machine changeably, variable geometry turbocharger has developed into can provide high moment of torsion and high power can obtain enough moment of torsion nargin simultaneously when low speed.
In variable geometry turbocharger as shown in fig. 1, air quantity in, the low load area not enough in order to guarantee to greatest extent in conventional wastegate turbosupercharger, adjusting vane is to minimize the circulation area in the low-speed region and to maximize circulation area in the high-speed region, therefore by guaranteeing that sufficient air quantity improves the responsiveness in low speed and the low load area and reduces exhaust simultaneously.
Hereinafter with reference to Fig. 2 to 6 explanation variable geometry turbocharger.
As shown in the drawing, variable geometry turbocharger comprises compressor 10, turbo machine 11 and the flow regulator 12 that is used to regulate extraction flow between the two.
The angular orientation of flow regulator 12 adjusting vanes 16 to be improving the Flow characteristics of exhaust, and comprises unison ring (unison ring) 14 in the housing 13 of being located at turbo machine 11, is located at a side of unison ring 14 at interval and the lining 18 of a plurality of blades 16 of moving and disk 17, operation blade 16 and disk 17 and operating handle 19 and be connected in operating handle 19 and by the driver 21 of vacuum pressure operation by drive rod 20 with rule in the scope that does not contact turbine wheel 15.
In addition, be provided with screw rod (bolt) formula break 23 in the housing 13, in order to the displacement of restriction drive rod 20.Here, the operating handle 19 that uses the pin (not shown) to be connected in drive rod 20 front ends produces with break 23 and contact, and the rotation of break 23 restriction operating handles 19 and drive rod 20 is mobile, thus the minimum discharge of setting turbosupercharger.
Like this, if drive rod 20 moves around, then disk 17 is the center rotation by operating handle 19 and lining 18 operations with its axle.Therefore, the angle of blade 16 can change by the connecting rod 22 that an end is supported in unison ring 14.
That is, the operating angle of blade 16 uses the vacuum pressure in the variable geometry turbocharger the most suitably to set by driver 21.
Blade optimum position under different riving conditions is determined according to the cartographic information of electronic control unit (ECU); Yet the minimum angles of blade 16 is determined in early days by mechanical brake 23.
As one of coupling project in the development process, the position of the break that the engine development merchant is scheduled to uses main VGT to measure to produce VGT in batches by the VGT MANUFACTURER.
Simultaneously, according to aforesaid variable geometry turbocharger, can increase air inflow by the cross-section area of control turbine inlet and not increase exhaust with maximum energy efficiency, thereby obtain higher output power.The increase of this output power can suck more air under identical load, thereby prevents to produce unburnt undesirable constituents, for example smoke evacuation that is caused by lack of air (PM).
In addition, can guarantee exhaust nargin and increase the excess force of vehicle by reducing smoke evacuation (NOx/PM is compromise), thereby better fuel efficiency is provided under identical loading condition by the engine power that increases.
Fig. 1 shows the example according to the positioning control of the blade of drive area.As shown in FIG., if blade is closed in low-speed region, then can make the moment of torsion in the low-speed region increase and improve responsiveness, thereby improve the starting performance of vehicle by the boost pressure that increases.Yet, thereby blade is opened to increase extraction flow raising output power in high-speed region.
If ECU is from received signals such as each sensor such as pneumatic sensor, boost-pressure sensor, cooling-water temperature sensors and export control signal, PID control is generally abideed by in the control of variable geometry turbocharger, and the performance of the driver of control blade determined by the vacuum pressure by solenoid valve output, and the dutycycle of the opening and closing by regulating PWM is controlled this solenoid valve.
Here, based on the input value of various sensors, the difference that the actual supercharge pressure that detects by comparison object boost pressure and boost-pressure sensor calculates is determined the control signal of ECU.
Determine as the increase of moment of torsion in the low-speed region of the major character of variable geometry turbocharger and principal element that responsiveness improves it is to determine nozzle area minimum discharge hour, promptly determine the minimum area of exhaust, shown in Fig. 1 upper left quarter through passage.
As mentioned above, when the drive rod 20 of the unison ring 14 that is connected in rotation blade 16 successively, lining 18 and operating handle 19 moves around, form rotatablely moving of blade 16.(usually less than 1,000rpm) test of the target boost pressure in the fully loaded zone is determined to satisfy low speed in the position of the minimum area of blade 16 by adjusting screw rod (bolt) formula break 23.
That is, the minimum discharge point of variable geometry turbocharger determined by screw type break hardware ground, and can not regulate the minimum discharge point by the ECU with pid control algorithm.
Set the front and back position of break 23 by the establishing method of testing definite minimum discharge,, use fixedly break 23 of set screw nut afterwards so that obtain target boost pressure at the point (minimum discharge district hereinafter referred to as) of operating handle 19 contact breaks 23.
It is the important factors that influences the vehicle launch performance and produce surge noise and flue dust that such a minimum discharge is set, so but cause many problems because of its hardware ground, position restriction by break in conventional method.
Can advantageously reduce minimum discharge to improve the vehicle launch performance,, then will produce the surge noise and increase harmful exhaust gas such as flue dust if still regulate below optimum flow.
Because the minimum discharge district is the minimum area of blade, wherein drive rod hardware ground contacts break, so even export the maximum load signal under the situation of PID control, actual supercharge pressure can not reach target boost pressure.
In routine techniques, the range of flow in minimum discharge district is controlled in the special tolerances scope by component test by the MANUFACTURER of variable geometry turbocharger; Yet, even it is in the deviation range, because of the minimum discharge in the restriction real engine in the component test also has many deviations.
In addition, the wearing and tearing of the attachment portion between blade and the driver and the wearing and tearing of break produce with the time increase of travelling, make to change minimum discharge, thereby cause vehicle launch performance degradation (if minimum discharge is greater than optimum value), surge noise and excessive flue dust to produce variety of issues such as (if minimum discharge are less than optimum value).
Fig. 7 and 8 is for illustrating the plotted curve of the problem that produces according to routine techniques, and wherein Fig. 7 shows the boost pressure feature deviation according to motor minimum discharge deviation, and Fig. 8 shows the boost pressure feature deviation according to vehicle minimum discharge deviation.
With reference to these accompanying drawings, because the operating lag of turbosupercharger in the initial start stage cause boost pressure not reach desired value all the time, vehicle will be under the situation that smallest cross-section area is a minimum discharge and travel at load maximum and blade of PID.
Here, if minimum discharge is excessive, then supercharging forms because of preparing the optimum Match state and postpones, and this can cause the deterioration of vehicle launch performance and the excessive generation of flue dust.
In addition, if minimum discharge is too small, then initial supercharging forms and surpasses target boost pressure, and this can cause turbine to damage because of over-pressurization causes the fatigue limit that outpaces.
Here, when boost pressure is very high, if accelerator pedal discharges suddenly, then boost pressure enters the compressor surge district (wherein when compressor rotary speed is higher because of air quantity reduces suddenly, cause flow separation and adverse current to make boost pressure become unstable because of lacking air), thus very big noise caused.
Because each variable of the PID control that be the optimum Match state optimization is so also can not overcome hardware constraints even use PID to control.
Therefore, be necessary to solve problems such as vehicle launch performance degradation that changing features caused that boost pressure that difference that forms because of boost pressure between parts and the real engine and the wearing and tearing that produce with the time of travelling cause forms and noise generation.
Summary of the invention
Above-mentioned situation has been considered in design of the present invention, and be intended to provide the system and method for the minimum discharge of controlling variable geometry turbocharger, make position that it can regulating brake to satisfy the target boost pressure under the rigid condition by configuration-system, with hardware fixedly the conventional system of brake position compare, can significantly improve the starting performance of vehicle and prevent to produce surge noise and flue dust.
In order to realize this improvement, the control system of the minimum discharge of variable geometry turbocharger is provided according to an aspect of the present invention, comprise: break, be arranged at its position-adjustable with the rotation of the operating handle of limited flow regulator so that determine the minimum discharge of turbosupercharger, and in the structure of the minimum discharge of rotation of restriction operating handle and turbosupercharger according to the position of restriction operating handle rotation; Detect the car speed detection unit of Vehicle Speed; Detect the velocity ratio detection unit of vehicle velocity ratio; Detect the boost pressure detection unit of boost pressure; The signal and the data computation brake position correction value that prestores based on car speed detection unit, velocity ratio detection unit and the input of boost pressure detection unit, and be used to revise the control signal of current brake position, thereby the ECU of the minimum discharge of control turbosupercharger according to the brake position correction value output of calculating; And according to the brake position regulator of the control signal regulating brake position of ECU.
The driver of regulating brake position when here, the brake position regulator comprises moving around of controlling and driving device bar.
In addition, driver is a vacuum pressure manipulation type driver, wherein drive rod moves around according to being controlled by the state of the vacuum pressure of vacuum pressure supply line supply by the external vacuum pressure feeding mechanism, and the vacuum pressure supply line comprises solenoid valve, can be when its opening and closing degree to be controlled according to the control signal of ECU output, control is supplied to the state of the vacuum pressure of driver.
In addition, break is connected with the connecting rod that is connected in drive rod by pin, the joint pin of drive rod rotatably is connected in the groove of a side that is formed on connecting rod, and the other end of connecting rod rotatably is connected in the lining of a side that is fixedly installed on turbosupercharger by pin, break with the pin that is connected in lining be the center rotate with connecting rod in case in the process that drive rod moves around the position of regulating brake.
In addition, if the current car speed and the velocity ratio that are detected by car speed detection unit and velocity ratio detection unit satisfy predetermined car speed and velocity ratio condition, then ECU calculates the difference between the actual supercharge pressure that the predeterminated target boost pressure of corresponding car speed and velocity ratio condition and boost pressure detection unit detect, and calculates afterwards to be used for current brake position is adjusted to the brake position correction value that actual supercharge pressure reaches the brake position of target boost pressure.
And, the brake position correction value is the value of calculating divided by brake position correction constant by with the difference between target boost pressure and the actual supercharge pressure, and brake position correction constant is the value that obtains by test, is defined as the ratio that boost pressure changes and the operating handle limit position of break changes.
In addition, ECU based on the brake position correction value of calculating to the control of loading of brake position regulator, with the current brake position of brake position correction value correction according to calculating.
In order to realize this improvement, the controlling method of the minimum discharge of variable geometry turbocharger is provided according to an aspect of the present invention, has may further comprise the steps: determined whether know district (learning region) corresponding to the minimum discharge that satisfies predetermined condition by car speed and velocity ratio that car speed detection unit and velocity ratio detection unit detect at ECU; Calculate difference between the actual supercharge pressure that the predeterminated target boost pressure of corresponding car speed and velocity ratio condition and boost pressure detection unit detect at ECU, if ECU determines that the corresponding minimum discharge of car speed and velocity ratio knows the district afterwards, then calculate and be used for current brake position is adjusted to the brake position correction value that actual supercharge pressure reaches the brake position of target boost pressure; The control signal that is used to revise current brake position based on the brake position correction value of calculating in ECU output; And by the control signal operation of ECU output and control brake device position regulator the time, at ECU according to brake position correction value regulating brake position, with the minimum discharge of control turbosupercharger.
Here, the brake position correction value is the value of calculating divided by brake position correction constant by with the difference between target boost pressure and the actual supercharge pressure, and brake position correction constant is the value that obtains by test, is defined as the ratio that boost pressure changes and the operating handle limit position of break changes.
In addition, ECU based on the brake position correction value of calculating to the control of loading of brake position regulator, with the current brake position of brake position correction value correction according to calculating.
Above-mentioned feature and advantage of the present invention will be conspicuous in accompanying drawing and following detailed description of the present invention or be further described, wherein accompanying drawing is incorporated into this part that also forms this specification, and drawings and detailed description are by the common explanation of by way of example principle of the present invention.
Description of drawings
Certain exemplary embodiments with reference to the accompanying drawings illustrates above-mentioned and further feature of the present invention, and hereinafter accompanying drawing only provides as example, does not therefore limit the present invention, and wherein:
Fig. 1 shows in conventional variable geometry turbocharger the state of a control according to the blade in engine-driving zone;
Fig. 2 to 6 is perspective views that the structure of general variable geometry turbocharger is shown;
Fig. 7 to 8 is the plotted curves that illustrate according to the problem of routine techniques;
Fig. 9 illustrates according to the ECU of the operation of the driver in the brake position regulator of the present invention, controlling and driving device and the schematic representation of the interconnective state of solenoid valve;
Figure 10 illustrates according to the driver in the brake position regulator of the present invention and is connected in the view that driver will be conditioned the break of position;
Figure 11 is the flow chart that illustrates according to the control procedure of minimum discharge of the present invention; And
Figure 12 is the plotted curve that the position relationship example between load and the brake position is shown among the present invention.
Be understood that accompanying drawing needn't be in proportion, and show the performance of simplifying slightly of the various preferred features of explanation basic principle of the present invention.Specific design feature of the present invention disclosed herein comprises for example concrete size, direction, position and shape, and part is determined by application-specific and Environmental Conditions.Some feature of illustrated embodiment further feature is relatively amplified or is out of shape so that observe and clear understanding.
In the accompanying drawings, identical reference character shows identical or equivalent unit of the present invention at institute's drawings attached middle finger.
Embodiment
Hereinafter will be specifically with reference to various embodiments of the present invention, the shown in the drawings and explanation hereinafter of the example.Although will the present invention be described, will be understood that this explanation is not intended to the present invention is limited to these exemplary embodiments in conjunction with exemplary embodiment.On the contrary, the intent of the present invention is not only to contain exemplary embodiment, but also comprises various substitutes, remodeling, equivalent and other mode of execution that can belong in the spirit and scope of the invention that are indicated in the appended claims.
The present invention relates to control the system and method for the minimum discharge of variable geometry turbocharger, its purpose is to provide the minimum discharge point of the variable break correction variable geometry turbocharger in the break of variable position and use position, so as to solve in being installed on the variable geometry turbocharger of diesel engine, by break hardware ground fixedly caused vehicle launch performance degradation (if minimum discharge is greater than optimum value) and generation surge noise and excessive flue dust problems such as (if minimum discharge are less than optimum value) in the conventional system of minimum discharge.
At first, for an application of the present invention, the rotation of the operating handle 159 of limited flow regulator is arranged in the structure of its position-adjustable with the break 158 of the limiting value of adjusting operating handle rotation, and especially, also be provided with brake position regulator 150 according to the position of the control signal regulating brake 158 of ECU 140.
Fig. 9 illustrates the ECU 140 of operation of driver 153 in the brake position regulator 150, controlling and driving device 153 and the schematic representation of solenoid valve 152 interconnective states, and Figure 10 illustrates according to the driver in the brake position regulator 150 of the present invention 153 and is connected in the view that driver 153 will be conditioned the break 158 of position.
As shown in Figure 10, the connecting rod 155 in the operating handle 159 of contact the flow regulator break 158 of determining minimum discharge during with the operation of restriction operating handle 159 and the drive rod 154 that is connected in brake position regulator 150 forms whole by pin 156.
That is,,, has the gap of predetermined length on the left and right directions in the drawings so connecting rod 155 rotatably is connected in drive rod 154 because connecting rod 155 is connected in joint pin 154a by groove 155a.
Therefore, if drive rod 154 moves around along the vertical direction, then drive rod 154 pushes away or draws an end of connecting rod 155 so that be center rotation connecting rod 155 with the pin 156 that is connected in lining 157, if and connecting rod 155 is center rotation with pin 156, then break 158 be that the center rotates with pin 156 also.
Like this, connecting rod 155 is used for along with driver 153 moves around and swing brake 158, and the linear motion of drive rod 154 is converted to rotatablely moving of break 158.
When the end of break 158 contacts with operating handle 159 generations of flow regulator, the position (rotational position) of break 158 restriction operating handles 159.If break 158 is center rotation with pin 156, then the end of the break 158 of operating handle 159 positions of limited flow regulator according to rotational position in the figure mark " D " change.
As mentioned above, the moving around of controlling and driving device bar 154 of the present invention, thereby the rotational position of restriction operating handle 159 with the rotational position of regulating brake 158.
Simultaneously, the brake position regulator 150 of regulating brake 158 positions is according to the position of the control signal of ECU 140 operation with regulating brake 158.The exemplary embodiment of brake position regulator 150 hereinafter is described with reference to Fig. 9 and Figure 10.
At first, brake position regulator 150 comprises driver 153, its be arranged at turbosupercharger 3 an end in case when adjusting the front and back position of drive rod 154 position of regulating brake 158.
That is, driver 153 comprises the drive rod 154 of the vacuum pressure effect identical with the conventional driver of the flow regulator that uses in the general variable geometry turbocharger 3.If when providing vacuum pressure in the pressure chamber in actuator housing vacuum pressure is put on drive rod 154, the then wherein spring and the reach (from housing, stretching out downwards in the drawings) of installation of drive rod 154 stretchings.On the contrary, reduce relatively if put on the vacuum pressure of drive rod 154, then drive rod 154 is then moved (upwards inserting in the housing in the drawings) because of the elastic-restoring force of spring.
Therefore, come the front and back position of controlling and driving device bar 154 according to the composite force of vacuum pressure and spring force, thereby change the position of break 158 by the vacuum pressure that provides in the pilot pressure chamber.
Promptly, if the additional pressure chamber that puts in the actuator housing of vacuum pressure, then drive rod 154 extension springs and reach are with the position of regulating brake 158, if yet the vacuum pressure that puts on drive rod 154 reduce relatively, move behind the elastic-restoring force of drive rod 154 because of spring with the position of regulating brake 158 on the contrary.
Like this, the driver 153 of brake position regulator 150 is based on the high or low vacuum pressure that puts on the pressure chamber, regulate the front and back position of drive rod 154 by vacuum pressure and spring force, thereby the position of regulating brake 158 is identical with the driver of flow regulator.
As shown in Figure 9, the vacuum pressure that puts on the driver 153 of brake position regulator 150 is provided by the vacuum pressure feeding mechanism in the motor 2, as vacuum pump 151.Here, vacuum pressure supply line 152a is arranged between vacuum pressure feeding mechanism and the driver 153, is supplied to the pressure chamber of driver 153 with the vacuum pressure with the vacuum pressure feeding mechanism.
In addition, brake position regulator 150 is by the control signal control of the ECU 140 output position with regulating brake 158.For the operation of the control signal control brake device position regulator 150 by ECU 140 output, thereby the position of regulating brake 158 is necessary to control the vacuum pressure of the driver 153 that is supplied to brake position regulator 150.For this reason, solenoid valve 152 is located at the vacuum pressure that puts on driver 153 among the vacuum pressure supply line 152a with control.
As shown in Figure 9, the control system according to minimum discharge of the present invention system comprises the car speed detection unit 110 that detects Vehicle Speed, velocity ratio detection unit 120, boost pressure detection unit 130, ECU 140, brake position regulator 150 and the break 158 that detects the vehicle velocity ratio.
Car speed detection unit 110, velocity ratio detection unit 120 and boost pressure detection unit 130 are elements of being located in the vehicle, and are connected in ECU 140 with the input testing signal.Therefore, the electrical signal based on checkout value is transferred into ECU 140.
In addition, if necessary, ECU 140 is based on the calculated signals brake position correction value of each detection unit 110,120 and 130 inputs, and the control signal of output brake position correction.Brake position regulator 150 is driven to revise the position of break 158 by control signal.
The adjustment process of break 158 positions of carrying out when operational brake position regulator 150 is controlled based on the control signal of ECU 140 outputs, and is identical with the above.
Figure 11 is the flow chart that illustrates according to the control procedure of minimum discharge of the present invention, with reference to the present invention of this description of drawings.
At first, ECU 140 compares the signal of current car speed and current velocity ratio and car speed detection unit 110 and 120 inputs of velocity ratio detection unit, whether knows district (S100) corresponding to minimum discharge to determine current car speed and current velocity ratio.
Here, if current car speed and current velocity ratio, determine then that it knows the district corresponding to minimum discharge corresponding to predetermined condition.
For example, be in five grades if car speed is 100km/h and speed changer, then ECU 140 definite its are known the district corresponding to minimum discharge.
Like this, if determining current vehicle-state, ECU 140 knows the district corresponding to minimum discharge, then ECU 140 determines current boost pressure (actual supercharge pressure hereinafter referred to as) based on the signal of supercharging detection unit 130 inputs, actual supercharge pressure that relatively detects based on car speed and velocity ratio and minimum discharge are known the target boost pressure in the district, and calculate the difference (S200) between the actual supercharge pressure of the target boost pressure of storage and detection.
Next, ECU 140 uses predetermined brake position correction constant, difference between based target boost pressure and the actual supercharge pressure, calculating is used to revise current brake position makes actual supercharge pressure can satisfy the brake position correction value (S300) of target boost pressure.
Afterwards, ECU 140 is based on the brake position correction value of calculating, and output is used to revise brake position makes actual supercharge pressure can reach the control signal of target boost pressure (S400).
Therefore, when control signal operation of exporting and control brake device position regulator 150 by ECU 140, break 158 moves according to the brake position correction value that ECU 140 calculates, and promptly moves to the position (see figure 10) that actual supercharge pressure can satisfy target boost pressure.
In a preferred embodiment of the invention, ECU 140 according to the brake position correction value to brake position regulator 150 control of loading, to revise current brake position exactly according to the brake position correction value of calculating.
In order to carry out these control procedures, should import among the ECU140 in advance by the data that test obtains.Promptly know that corresponding to minimum discharge the car speed in district and velocity ratio condition should at first import, and the target boost pressure in should the zone should be imported in advance also.
In addition, difference between the actual supercharge pressure that detects according to target boost pressure with by boost pressure detection unit 130 in respective regions is calculated the relation of brake position correction value, should import among the ECU140 in advance with the form of the brake position correction constant definition that obtains by test.
Here, the formula of calculating brake position correction value can be expressed as following formula 1:
[formula 1]
Stopper_delta＝(Boost_tg-Boost_re)/C
Wherein, Stopper_delta represents the brake position correction value, and Boost_tg represents target boost pressure, and Boost_re represents actual supercharge pressure, and C represents brake position correction constant.Here, brake position correction constant is the value that obtains by test, and is defined as the ratio that boost pressure changes and the operating handle limit position of break 158 changes.
In addition, relation between load and brake position should be set and import in advance among the ECU 140 by test, make ECU 140 can carry out the load control of brake position regulator 150 based on the brake position correction value, promptly, make ECU 140 can be used for the load signal of control brake device position regulator 150, as shown in Figure 12 based on the brake position correction value output of calculating.
Figure 12 is the plotted curve that the position relationship example between load and the brake position is shown.
To adopt following example explanation according to control procedure of the present invention.
Be made as 100km/h and five grades respectively in car speed (Veh_speed) condition of knowing the district at minimum discharge and velocity ratio (Gr_ratio) condition, target boost pressure (Boost_tg) is made as 65kPa, and by the brake position correction constant (C) that test obtains be made as 3 (kPa/mm) (brake position is every+1mm, boost pressure increase 3kPa) under the situation, if current car speed that car speed detection unit 110 and velocity ratio detection unit 120 detects and velocity ratio reach 100km/h and five grades, if and the actual supercharge pressure (Boost_re) that boost pressure detection unit 130 detects is 59kPa, then according to formula 1, brake position correction value (Stopper_delta) be (65kPa-59kPa)/(3kPa/mm)=+ 2mm, and Dui Ying load is+12% (2 * 6%) therewith, as shown in Figure 12.Therefore therefore, ECU 140 is output as the load signal of 72% (base load 60%+12%), and according to load signal operation and control brake device position regulator 150 so that with the position correction 2mm of break 158, thereby reach target boost pressure.
Certainly, in this exemplary embodiment according to the present invention, under the situation of the ECU 140 regulating brake position by the opening and closing degree of control electromagnetic valve 152, the load signal of ECU 140 outputs can be considered to be used for to the load control signal of control of the opening and closing degree of solenoid valve 152.
As mentioned above, according to system and method according to the minimum discharge of control variable geometry turbocharger of the present invention, with hardware fixedly the conventional system of brake position compare, can significantly improve the starting performance of vehicle and prevent the generation of surge noise and flue dust.For this reason, system and method of the present invention is determined the break of the minimum discharge of turbosupercharger with the rotation of the operating handle of limited flow regulator and based on the position of restriction operating handle rotation, is disposed in the structure of its position-adjustable with the minimum discharge of the limit position of control operating handle rotation and turbosupercharger.In addition, system and method configuration ECU of the present invention, if make that predetermined vehicle speed and velocity ratio condition are satisfied, then calculate the brake position correction value that the actual supercharge pressure be used to the boost pressure detection unit is detected satisfies target boost pressure, afterwards the brake position regulator is loaded control with according to the current brake position of brake position correction value correction that calculates.
As mentioned above, the preferred embodiments of the present invention have been illustrated and have shown, yet the invention is not restricted to this, on the contrary, be understood that those skilled in the art can make various modifications and variations and do not depart from as determined essence of the present invention of claims and technical scope the present invention.
Claims (10)
1. the control system of the minimum discharge of variable geometry turbocharger comprises:
Break, be arranged at its position-adjustable with the rotation of the operating handle of limited flow regulator so that determine the minimum discharge of turbosupercharger, and in the structure of the minimum discharge of rotation of restriction operating handle and turbosupercharger according to the position of restriction operating handle rotation;
Detect the car speed detection unit of Vehicle Speed;
Detect the velocity ratio detection unit of vehicle velocity ratio;
Detect the boost pressure detection unit of boost pressure;
The signal and the data computation brake position correction value that prestores based on car speed detection unit, velocity ratio detection unit and the input of boost pressure detection unit, and be used to revise the control signal of current brake position, thereby the ECU of the minimum discharge of control turbosupercharger according to the brake position correction value output of calculating; And
Brake position regulator according to the control signal regulating brake position of ECU.
2. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 1,
The driver of regulating brake position when wherein the brake position regulator comprises moving around of controlling and driving device bar.
3. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 2,
Wherein driver is a vacuum pressure manipulation type driver, and wherein the basis that moves around of drive rod is controlled by the state of the vacuum pressure of vacuum pressure supply line supply by the external vacuum pressure feeding mechanism, and
Wherein the vacuum pressure supply line comprises solenoid valve, is set to when its opening and closing degree is controlled according to the control signal of ECU output, and control is supplied to the state of the vacuum pressure of driver.
4. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 2,
Wherein break is connected with the connecting rod that is connected in drive rod by pin, the joint pin of drive rod rotatably is connected in the groove of an end that is formed on connecting rod, and the other end of connecting rod rotatably is connected in the lining of a side that is fixedly set in turbosupercharger by pin, break with the pin that is connected in lining be the center rotate with connecting rod in case in the process that drive rod moves around the position of regulating brake.
5. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 1,
If wherein the current car speed of car speed detection unit and velocity ratio detection unit detection and velocity ratio satisfy predetermined car speed and velocity ratio condition, then ECU calculates the difference between the actual supercharge pressure that detects corresponding to the predeterminated target boost pressure of car speed and velocity ratio condition and boost pressure detection unit, and calculating afterwards is used for current brake position is adjusted to the brake position correction value that actual supercharge pressure reaches the brake position of target boost pressure.
6. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 5,
Wherein the brake position correction value is the value of calculating divided by brake position correction constant by with the difference between target boost pressure and the actual supercharge pressure, and brake position correction constant is the value that obtains by test, is defined as the ratio that boost pressure changes and the operating handle limit position of break changes.
7. the control system of the minimum discharge of variable geometry turbocharger as claimed in claim 1,
Wherein ECU based on the brake position correction value of calculating to the control of loading of brake position regulator, with the current brake position of brake position correction value correction according to calculating.
8. the controlling method of the minimum discharge of variable geometry turbocharger may further comprise the steps:
Determine at ECU whether car speed and velocity ratio that car speed detection unit and velocity ratio detection unit detect know the district corresponding to the minimum discharge that satisfies predetermined condition;
Calculate corresponding to the difference between the actual supercharge pressure of the predeterminated target boost pressure of car speed and velocity ratio condition and the detection of boost pressure detection unit at ECU, if ECU determines that car speed and velocity ratio know the district corresponding to minimum discharge afterwards, then calculate and be used for current brake position is adjusted to the brake position correction value that actual supercharge pressure reaches the brake position of target boost pressure;
The control signal that is used to revise current brake position based on the brake position correction value of calculating in ECU output; And
According to the control signal operation of ECU output and control brake device position regulator the time, at ECU according to brake position correction value regulating brake position, to control the minimum discharge of turbosupercharger.
9. the controlling method of the minimum discharge of variable geometry turbocharger as claimed in claim 8,
Wherein the brake position correction value is the value of calculating divided by brake position correction constant by with the difference between target boost pressure and the actual supercharge pressure, and brake position correction constant is the value that obtains by test, is defined as the ratio that boost pressure changes and the operating handle limit position of break changes.
10. the controlling method of the minimum discharge of variable geometry turbocharger as claimed in claim 9,
Wherein ECU based on the brake position correction value of calculating to the control of loading of brake position regulator, with the current brake position of brake position correction value correction according to calculating.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2006-0107054 | 2006-11-01 | ||
| KR1020060107054A KR100802762B1 (en) | 2006-11-01 | 2006-11-01 | System and method controlling minimum flow rate of variable geometry turbocharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101302942A true CN101302942A (en) | 2008-11-12 |
| CN101302942B CN101302942B (en) | 2012-07-18 |
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ID=39265153
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200710166665XA Expired - Fee Related CN101302942B (en) | 2006-11-01 | 2007-11-01 | System and method for controlling minimum flow rate of variable geometry turbocharger |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US7805938B2 (en) |
| KR (1) | KR100802762B1 (en) |
| CN (1) | CN101302942B (en) |
| DE (1) | DE102007051329B4 (en) |
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| CN112065571A (en) * | 2020-09-21 | 2020-12-11 | 潍柴动力股份有限公司 | Method and system for active surge prevention of supercharger |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102007051329A1 (en) | 2008-05-08 |
| CN101302942B (en) | 2012-07-18 |
| US7805938B2 (en) | 2010-10-05 |
| DE102007051329B4 (en) | 2021-02-11 |
| KR100802762B1 (en) | 2008-02-12 |
| US20080110169A1 (en) | 2008-05-15 |
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